System and Method for Restraining a Vehicle with Integrated Mandrel and Track Lock Pin

ABSTRACT

A vehicle restraint system includes a strap assembly configured to be positioned on a portion of a tire of a vehicle to secure the vehicle to a track assembly. The strap assembly is also configured to be coupled to the track assembly on a first side of the tire. The system also includes a mandrel assembly operable to be coupled to the strap assembly on a second side of the tire, opposite the first side of the tire. The mandrel assembly is configured to engage the track assembly through a first hole in the track assembly. The system further includes a latch assembly configured to be coupled to the mandrel assembly. The latch assembly is also configured to create a coupling between the mandrel assembly and the track assembly.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The disclosure relates generally to restraining a vehicle, and moreparticularly to systems and methods for restraining a vehicle with anintegrated mandrel and track lock pin.

2. Description of Related Art

Automobile manufacturers often ship vehicles via railroad lines onsingle or multi-deck rail cars. Methods for restraining vehicles onindustrial shipping routes are frequently employed to prevent injury torail-line employees, and to prevent vehicles from being damaged fromcontact with rail equipment or other freight. Traditionally, thesemethods for restraining vehicles include a tie down system to secure awheel of the automobile to the deck of the transport. Sometimes, thesetie downs include a chock and strap configuration for securing the tireof a vehicle in place on the shipping vessel.

Manufacturers are constantly improving automobile designs in order toincrease the performance and efficiency of their products. For example,automobile manufacturers have been reducing the tire-to-fender clearanceratios of their vehicles in an effort to decrease aerodynamic drag andincrease performance and fuel efficiency.

Sometimes, these design changes are incompatible with current shippingrestraint mechanisms. For example, traditional chock and strapconfigurations may not be designed to effectively secure vehicles withlow tire-to-fender clearance ratios. Further, on vehicles with lowtire-to-fender clearance ratios, the tightening process on traditionalrestraint mechanisms may cause the chock body to interfere with anddamage the vehicle's fender.

SUMMARY OF THE INVENTION

According to one configuration, a vehicle restraint system includes astrap assembly configured to be positioned on a portion of a tire of avehicle to secure the vehicle to a track assembly. The strap assembly isalso configured to be coupled to the track assembly on a first side ofthe tire. The system also includes a mandrel assembly operable to becoupled to the strap assembly on a second side of the tire, opposite thefirst side of the tire. The mandrel assembly is configured to engage thetrack assembly through a first hole in the track assembly. The systemfurther includes a latch assembly configured to be coupled to themandrel assembly. The latch assembly is also configured to create acoupling between the mandrel assembly and the track assembly.

Other objects, features, and advantages of the present disclosure areapparent to persons of ordinary skill in the art in view of thefollowing detailed description of the disclosure and the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the configurations of the presentdisclosure, needs satisfied thereby, and the objects, features, andadvantages thereof, reference now is made to the following descriptiontaken in connection with the accompanying drawings.

FIG. 1 illustrates an isometric view of a vehicle restraint system in arailway car in accordance with a particular non-limiting configuration.

FIG. 2 illustrates a close up perspective view of a vehicle restraintsystem in accordance with a particular non-limiting configuration.

FIG. 3 illustrates a close up perspective view of a vehicle restraintsystem in accordance with a particular non-limiting configuration.

FIG. 4 illustrates a front view of a vehicle restraint system inaccordance with a particular non-limiting configuration.

FIG. 5 illustrates a front view of a vehicle restraint system inaccordance with a particular non-limiting configuration.

FIG. 6 illustrates a perspective view of a vehicle restraint system inaccordance with a particular non-limiting configuration.

FIG. 7 illustrates a side view of a vehicle restraint system inaccordance with a particular non-limiting configuration.

FIG. 8 illustrates a perspective view of a vehicle restraint system inaccordance with a particular non-limiting configuration.

FIG. 9 illustrates a perspective view of a vehicle restraint system inaccordance with a particular non-limiting configuration

FIG. 10 illustrates a perspective view of a vehicle restraint system inaccordance with a particular non-limiting configuration.

DETAILED DESCRIPTION

Preferred embodiments of the present invention, and their features andadvantages, may be understood by referring to FIGS. 1-10, like numeralsbeing used for corresponding parts in the various drawings.

FIG. 1 illustrates an isometric view of a vehicle restraint system 100for restraining a vehicle with an integrated mandrel 120 and lock pin150 as implemented in an industrial freight shipping railway car 180. Incertain embodiments, vehicle restraint system 100 includes a strapassembly 110, a mandrel assembly 120, a winch 140, a lock pin 150 and anattachment assembly 160. Strap assembly 110 wraps around a portion oftire 106 and attaches to a chock on a first side of wheel 106. Strapassembly 110 is secured to mandrel assembly 120, winch 140, lock pin 150and attachment assembly 160. Attachment assembly 160 attaches lock pin150 in place on chock track 104 when lock pin 150 is engaged with a holeon chock track 104. Attachment assembly 140 may be hinged and may rotateover the top of chock track 104 to secure vehicle restraint system 100in place on chock track 104. Chock track 104 is secured to the deck ofrail car 180. Thus, strap assembly 110, mandrel assembly 120, winch 140,and lock pin 150 are all secured to the deck of rail car 180 via chocktrack 104. When strap assembly 110 is tightened against a portion oftire 106, vehicle 102 is secured to the deck of rail car 180.

In certain embodiments, lock pin 150 is integrated into mandrel assembly120 such that lock pin 150 and mandrel assembly 120 are coaxial. Forexample, mandrel assembly 120 may include a cylindrical steel rod with astrap assembly receiving section on a first side of mandrel assembly120. The mandrel assembly may extend straight through a hole in trackassembly 104 to attach the vehicle restraint system to track assembly104. Thus, mandrel assembly 120 and lock pin 150 may be integrated intothe same steel rod.

In certain embodiments, the coaxial nature of lock pin 150 and mandrelassembly 120 may refer to lock pin 150 and mandrel assembly 120 sharinga common axis of rotation. For example, mandrel assembly 120 may includea cylinder body. Mandrel assembly 120 may rotate on the axis of thecylinder body. Lock pin 150 may also include a cylinder body. Lock pin150 may rotate on the axis of the cylinder body. In certain embodiments,mandrel assembly 120 cylinder body axis and lock pin 150 cylinder bodyaxis are coaxial, such that mandrel assembly 120 and lock pin 150 sharethe same axis line.

In certain embodiments, mandrel assembly 120 may contain telescopicsections that vary in diameter. For example, mandrel assembly 120 maycontain a second cylinder that is either narrower or wider in diameterthan the strap assembly receiving section of mandrel assembly 120. Incertain embodiments, these telescopic sections may fit through a trackassembly 140 hole. For example, lock pin 150 may be narrower in diameterthan mandrel assembly 120 strap receiving section. Lock pin 150 maytelescopically fit within mandrel assembly 120, and may fit within ahole in chock track 104. In this example, lock pin 150 is coaxial withmandrel assembly 120 strap assembly receiving section.

As another example, a narrow cylinder lock pin 150 fits within a widercylinder of mandrel assembly 120. The narrower diameter of lock pin 150may fit inside track assembly 104. Lock pin 150 and mandrel assembly 120may be fused and/or welded together.

In certain embodiments, an operator may rotate lock pin 150 in order totighten strap assembly 110 around a portion 112 of tire 106. Lock pin150 and mandrel assembly 120 may be coupled together such that thetorque force received by lock pin 150 is transmitted to mandrel assembly120. Mandrel assembly 120 strap assembly receiving section may rotate totighten strap assembly 110 around tire 106 of vehicle 102.

In certain embodiments, strap assembly 110 is tightened by rotating anend of lock pin 150 that extends beyond a second side 112 of chock track104. As lock pin 150 is rotated, the torque force is transferred tomandrel assembly 120 that tightens strap assembly 110 around a portionof tire 106.

In certain embodiments, a winch assembly configured on mandrel assembly120 locks the tightening force in place. For example, the tighteningforce may be locked in place by ratchet pawls that interlock with winchassembly 140 gear.

In certain embodiments attachment assembly 160 couples vehicle restraintsystem 100 in place on chock track 104. For example, the illustration inFIG. 1 shows a hinged attachment assembly 160 engaged with a first andsecond side of chock track 104. At least a portion of attachmentassembly 160 may be set on hinges and may swing into place around bothsides of chock track 104. When lock pin 150 and attachment assembly 160are engaged with chock track 104, attachment assembly 160 may preventvehicle restraint system 100 from moving in a transverse direction.Attachment assembly 160 may also prevent vehicle restraint system 100from rotating around mandrel assembly 120. Attachment assembly 160 mayalso prevent vehicle restraint system 100 from moving in the directionof the axis of the mandrel assembly 160. Thus, in certain embodiments,attachment assembly 160 may prevent mandrel assembly 120 from movingaxially, radially, and/or transversely with respect to the mandrelassembly axis.

In certain embodiments, a rotating attachment assembly may be used. Arotating attachment assembly may be lighter, simpler, and/or lessexpensive than a hinged attachment assembly. Example embodiments of arotating attachment assembly may be described in connection with FIGS.8-10.

Railway cars, such as railway car 180, carry automobiles 102 frommanufacturing plants to distributors or other shipping lines. Otherindustrial shipping vessels and containers are also used to transportautomobiles 102. Automobile 102 may be locked in place during any of theabove mentioned shipping methods. For example, automobile 102 may belocked in place to prevent damage that may be caused to one or more ofautomobile 102 itself, the railway car, the railway crew, and/or otheritems being shipped. Such damage may be caused by automobile 102 rollingaround the inside of railway car 180. Further, accidents may occur thatcause automobile 102 and other automobiles on board railway car 180 tosustain latent damage that may not be found by routine inspection. Thislatent damage may pose a hidden risk to unknowing consumers who purchasevehicles that have been involved in freight shipping accidents. Forexample, manufacturers may prefer to replace a damaged fender than todetect and correct structural damage to cars involved in severe shippingaccidents.

Certain vehicle restraint systems may secure a vehicle to a rail carwith a cantilevered wheel chock. The cantilevered wheel chock may attachto a raised “hat shaped” track (e.g., chock track 104) mounted to thedeck of rail car 180. The chock track may be located outboard on a sideof the vehicle. The chock track may also be attached to the deck of therail car and/or other transport vehicle, ship, or plane.

Traditional vehicle restraint systems may interface with the raisedchock track and attach to it. For example, wheel chocks may straddle thechock track and lock into position using a lock pin that can be placedthrough a hole or holes in the sides of the chock track, similar to lockpin 150 from FIG. 1. These wheel chocks may secure vehicles to therailcar by chocking both the front and back sides of the wheel. A strapconnecting both wheel chocks may then be applied over a portion of thewheel (i.e., over the top of the wheel in the wheel well). The strap maythen be tightened in order to secure the vehicle to the deck of therailcar.

However, restraining vehicles, such as automobile 102, using traditionalrestraint methods may be increasingly difficult due to the recentpopularity of decreased tire to fender clearance ratios in automobiledesigns. For example, certain automobile manufacturers may produce newlines of cars that have a decreased front fender to front wheelclearance ratio. These designs may be popular for reducing drag andimproving fuel efficiency. These designs may also be popular with usersbecause of their aesthetic appeal.

Fender to wheel clearance may refer to the distance between any portionof the body of the vehicle and a tire of the vehicle. For example, thefront fender may be raised approximately 8 inches off the ground and maybe 4 inches from the front of the front-side tires. Fender to wheelclearance may pose a problem for vehicle restraint systems because ofthe small area provided for inserting a chock and strap system. In theabove example, if the top of chock track 104 sits 5 inches off theground and the front fender is only 8 inches off the ground, the vehiclerestraint system may have only 3 inches of clearance before makingcontact with the bottom of the front fender of vehicle 102. Thus,vehicle restraint systems sitting on top of chock track 104 may contactthe bottom of the front fender of vehicle 102. This may prevent thevehicle restraint system from functioning properly, and may damage thebottom of the front fender of vehicle 102.

Restraining vehicles with low fender to wheel clearance ratios, such asdescribed above, may be difficult using traditional vehicle restrainttechniques because existing systems have components within the body ofthe wheel chock. This may require a higher chock body profile due to thesize of the interior components. For example, some chocks may have amandrel inside the body of the wheel chock. The mandrel may need to bepositioned at least high enough to clear the chock track. Thus, it maynot be possible to secure certain vehicles using existing wheel chocks.

Additionally, traditional wheel chocks may lift up towards the fenderand wheel during tightening processes. For example, the lock pin may besmaller in diameter than the track hole, which may allow the wheel chockto move during normal tightening procedures. This may cause the wheelchock to hit the fender and cause damage to the vehicle.

In certain embodiments, the teachings of the present disclosure mayenable one of ordinary skill in the art to prevent and/or mitigate therisks of damaging vehicles during installation of wheel chocks. Theteachings of the present disclosure may further enable cars with lowclearance levels around the lower portion of their wheels to be properlysecured.

In certain embodiments, railway car 180 regularly applies incidentalforces on vehicle 102 during shipping operations due to one or more ofacceleration, deceleration, and coupling with other railway cars.Railway car 180, less frequently, applies more extreme forces on vehicle102 during shipping operations due to high impact collisions (e.g.,collisions with other railway cars, high-speed coupling, emergencystops, and railway car failure). Such extreme forces may be transferreddirectly to the suspension of vehicle 102 when vehicle 102 is restrainedusing industry standard restraints. Such extreme forces may permanentlydamage the suspension of vehicle 102, often in a manner that isdifficult to detect. Vehicle restraint system 100 may be configured tostatically restrain vehicle 102 when incidental forces are applied, butmay release vehicle 102 once a predetermined force threshold is reachedor exceeded. For reasons discussed below in more detail, releasingvehicle 102 once a force threshold is reached or exceeded may reducehidden suspension damage, wear, and other problems that are caused bysuch extreme movement in railway cars. In addition, vehicle restraintsystem 100 may allow for one or more of additional railway car heightclearance, retrofitting of various components associated with existingrestraint systems, installation, and maintenance.

As used herein, “inboard” refers to one or more locations inside or on aline drawn between the exterior portions of one or more tires of avehicle, such as in front of the rear tire or in rear of the front tire.As used herein, “outboard” refers to one or more locations outside ofsuch line, such as in rear of the rear tire or in front of the fronttire.

As used herein, “envelope” of a vehicle refers to an outer boundaryaround the exterior portion of the vehicle.

As used herein, “latent damage” refers to damage to a vehicle that isnot visible on the exterior of the vehicle.

With reference to FIG. 2, a strap assembly belt may feed into a strapassembly receiving section 222 of mandrel assembly 220 such that it maybe tightened against portion of a tire of a vehicle by rotating a lockpin assembly 250 along its axis. For example, lock pin assembly 250 iscoupled to mandrel assembly 220 by a release mechanism 230 and isdisposed adjacent to release mechanism 230 and mandrel assembly 220. Incertain embodiments, lock pin assembly 250 is part of mandrel assembly220. In certain embodiments, lock pin assembly 250 is coaxial to mandrelassembly 220. In certain embodiments, the axes of lock pin assembly 250and mandrel assembly 220 are coaxial.

Release mechanism 230 may be coupled to mandrel assembly 220. Releasemechanism 230 is set to relay the tightening force from lock pinassembly 250 to mandrel assembly 220, such that mandrel assembly 220rotates slack out of the strap assembly to tighten the strap assemblyaround the portion of the tire of the vehicle. Accordingly, the vehiclemay be held in place by the vehicle restraint system. A strap assemblybelt may be composed of one or more of nylon, rubber, and cloth.

In certain embodiments, the vehicle restraint system may be an anchorchock. For example, the vehicle restraint system may include onlymandrel assembly 220 lock pin 250 and attachment assembly 260. Theanchor chock may not have any tightening functionality. Rather, theanchor chock may hold the strap assembly at a fixed position so that thestrap assembly may be tightened around a portion of the tire on anopposite side of the tire of the vehicle.

In certain embodiments, the anchor chock may be locked in position byengaging lock pin 250 in a hole 206 of chock track 204. Attachmentassembly 260 may rotate on its hinges over the top of chock track 204 inorder to prevent the anchor chock from transverse or rotationalmovements.

In certain embodiments, a primary chock may include the chockillustrated in FIG. 2. For example, the primary chock may includemandrel 220, release mechanism 230, winch 240, lock pin 250, andattachment assembly 260. The primary chock may be positioned on anopposite side of a tire as the anchor chock. The primary chock mayinclude tightening functionality. For example, the primary chock mayreceive a rotational force at a first end of lock pin 250 that extendsbeyond chock track 204. Lock pin 250 may transmit the rotational forcethrough release mechanism 230 to strap receiving section 222 of mandrel220. The rotational force causes strap receiving section 222 to rotateand tighten the strap assembly around a portion of the tire.

Release mechanism 230 may include a mandrel coupling rod and a releasethreshold mechanism. In certain embodiments, the mandrel coupling rod isdisposed adjacent to the lock pin on one side. The mandrel coupling rodis disposed adjacent to the mandrel assembly on another side and iscoupled to the mandrel assembly. The mandrel coupling rod includes acollar with an interior diameter greater than an exterior diameter ofthe winch assembly. The mandrel coupling rod and the lock pin assemblyare disposed adjacent to each other and are configured such that thecollar of the mandrel coupling rod covers an end of the lock pinassembly. The mandrel coupling rod and the lock pin assembly arecoaxially disposed, such that a rotating axis of the mandrel couplingrod and a rotating axis of the lock pin assembly are disposedsubstantially inline. The mandrel coupling rod allows winch assembly 240to be disposed outside the envelope of the vehicle, which providesunobstructed access for manual operation when tightening and releasingthe strap assembly while loading and unloading vehicles from theshipping car.

Release mechanism 230 may have a predetermined release threshold. Inparticular embodiments, the release threshold is based on the modulus ofa shear pin. The shear pin may include one or more of a rod and a boltinserted radially through shear pin holes formed in the mandrel couplingrod and the lock pin assembly. In particular embodiments, both thecollar of the mandrel coupling rod and the end of the lock pin assemblyinclude shear pin holes through which the shear pin may be inserted andengaged. When the shear pin is engaged, the mandrel coupling rod and thelock pin assembly may be coupled together. A force is transmitted fromlock pin assembly 250 through mandrel assembly 220 to the strapassembly. When the shear pin is broken (e.g. with a shearing force), orotherwise disengaged from at least one of lock pin assembly 250 andmandrel assembly 220, the mandrel coupling rod and the lock pin assemblydecouple and mandrel 220 may release a tension applied to the strapassembly. One or more of the thickness and strength of the rod of theshear pin may be changed to obtain a particular release threshold (e.g.breakaway, shearing, or release strength).

For example, a 1/8 inch shear pin may be used to restrain a lightvehicle during a high impact collision at over 8 mph. The shear pinstrength and width may be selected to break during collisions over 6-10mph. A larger vehicle may require a shear pin with higher strength inorder to restrain the vehicle for the same range. In another embodiment,a shear pin is selected such that the shear pin breaks during acollision at over 4 mph.

In another embodiment, a 1/8 inch grade 8 shear pin may withstand aforce of up to 9 inch pounds (in lbs). In another example, a shear pinmay withstand 6-12 in lbs before shearing. In still a further example,the shear pin may withstand up to 20 in lbs of force before shearing.

The shear pin may be replaced to modify the release threshold of thevehicle restraint system. In one example, the shear pin is inexpensiveand readily replaced by pressing out the ends of the installed shear pin(e.g. broken or unbroken) and inserting a new shear pin. Releasemechanism 230 may include alignment holes formed therein, which aredisposed adjacent to the shear pin holes and assist in aligning theshear pin holes of the mandrel coupling rod and the winch assembly.

One or more of other torque limiting, force limiting, and disconnectingdevices may be employed in release mechanism 230 in lieu of a shear pin(e.g., a friction plate limiter or ball detent disconnect). Such otherdevices may employ coupling rods, or, alternatively, may be disposeddirectly adjacent to one or more of lock pin assembly 250 and mandrelassembly 220. For example, release mechanism 230 may be a frictionlimiting plate that is disposed between one or more coupling rods inrelease mechanism 230 and may be coupled to an end of each of the one ormore coupling rods. Extreme forces produced while transporting vehiclesare dissipated by one or more of the torque limiting, force limiting,and disconnecting devices, which allow the strap assembly to loosen.

Certain configurations may not employ coupling rods, but may employ atorque limiting device directly between mandrel assembly 220 and lockpin assembly 250. Further configurations may include magnetic basedtorque limiting devices. Still other configurations may include torquelimiting devices that give way, but do not break or shear when thepredetermined force threshold is reached.

Other embodiments may not include coupling rods in release mechanism 230or may include a winch coupling rod coupled directly to winch assembly240 with release mechanism 230 disposed between the winch coupling rodand the mandrel assembly. Another configuration includes releasemechanism 230 disposed in any other elements presented in the presentdisclosure. Any combination of the above examples may be used inconnection with the disclosure.

In certain embodiments, vehicle restraint system 100 may include winch240. Winch 240 may be disposed on mandrel assembly 220 and lock pinassembly 250. Winch gear lock 242 and winch gear teeth 244 mayincrementally allow rotation of mandrel assembly and lock pin 250. Whenwinch gear lock 242 is engaged, mandrel assembly 220 may only rotate inone direction (i.e., the tightening direction). Winch gear lock 242 mayprevent mandrel assembly 220 and lock pin assembly 250 from releasingthe tightening force.

In certain embodiments, winch gear lock 242 may be disengaged from winchgear 244. When winch gear lock 242 is disengaged from winch gear 244,mandrel assembly 220 and lock pin 250 may rotate freely. Thus, thetension force applied to the strap assembly to keep the strap assemblylocked in place around the tire of the vehicle may be released byreleasing winch gear lock 242.

In certain embodiments, winch gear lock 242 may be released manually byhand. For example, an employee may release winch gear lock 242 with herfoot while unloading vehicles from a rail car. In certain embodiments, aspecial device or tool may be used to release winch gear lock. Forexample, a wrench or special device including a handle may be used torelease winch gear lock 242.

In certain embodiments, winch 240 includes a winch gear guard 246. Winchgear guard 246 may protect tires from contacting moving and/or sharpportions of winch gear 244.

In certain embodiments, attachment assembly 260 includes a base 264, ahinge 262, and a lock tab 266. Attachment assembly is coupled to mandrelassembly 220 and lock pin 250. When lock pin 250 is engaged with chocktrack 204, attachment assembly 260 may be disposed on a first side ofchock track 204.

In certain embodiments, hinge 262 couples lock tab 266 to base 264 ofattachment assembly 260. Lock tab 266 may swing over chock track 204.For example, lock tab 266 may rotate around hinge 262 such that lock tab266 is positioned on a second side of chock track 204. Lock tab 266 mayengage a second hole 206 in chock track 204. When lock tab 266 isengaged with chock track 204 and lock pin 250 is engaged with a hole 206in chock track 204, mandrel assembly 220 may be secured to trackassembly 204.

In certain embodiments, attachment assembly 260 may prevent mandrelassembly 220 from moving transverse to the axis of mandrel assembly 220.In certain embodiments, attachment assembly 260 may prevent lock pin 250from rotating in chock track hole 206. In certain embodiments,attachment assembly 260 may prevent mandrel assembly 220 and lock pin250 from disengaging chock track hole 206. For example, lock pin 250 maybe pushed and/or pulled axially out of chock track 204 hole 206.Attachment assembly 260 may prevent axial movements in the mandrelassembly.

In certain embodiments, attachment assembly 260 includes a handle forengaging and disengaging attachment assembly 260 to and from chock track204.

The depicted embodiment in FIG. 2 shows merely one type of attachmentassembly 260; however, many other configurations are possible. Forexample, in certain embodiments, a rotating attachment assembly maysecure mandrel 220 to chock track 204. Other types of attachmentassemblies that prevent mandrel assembly 220 from axial and/ortransverse movements may be utilized in addition to and/or insubstitution of attachment assembly 260.

With reference to FIG. 3, another perspective view of a vehiclerestraint system is illustrated. In the illustrated configuration, arailway car (i.e., transport) transports one or more vehicles that eachhave one or more tires restrained by a vehicle restraint system. Thestrap assembly is coupled to chock track 304 of the transport on a firstside of a tire. The first side refers to one or more of the inboard andoutboard sides of a tire. The strap assembly is coupled to mandrelassembly 320 using strap assembly receiving section 322. Mandrelassembly 320 and winch assembly 340 are coupled to chock track 304 on asecond side of the tire. The second side refers to one or more of theinboard or outboard sides of the tire. The strap assembly is tightenedaround one or more portions of the tire through mandrel assembly 320 bylock pin 350. Release mechanism 330 couples lock pin 350 to mandrelassembly 320, and releases the coupling between lock pin 350 and mandrelassembly 320 when a predetermined threshold force is exceeded betweenlock pin 350 and mandrel assembly 320.

The transport may include one or more of a railroad car, truck, boat,airplane, and other machine suitable for transporting one or morevehicles. In certain configurations, the transport is a tri-levelrailroad car comprising three decks, such that each deck can transportone or more vehicles. The vehicle in the above configuration refers toone or more of an automobile, truck, jeep, or any machine having one ormore tires. In certain configurations, the transport includes a chocktrack 304 coupled to a deck of the transport. Chock track 304 may bedisposed parallel to the vehicle tire

In certain embodiments, the strap assembly includes cleats which may fitinside the treads of the tire. Such cleats may provide traction betweentires and the strap assembly belt when the vehicle shifts/changespositions in the transport. Cleats may also translate forces between thestrap assembly belt and tire.

In certain embodiments, winch gear lock 342 is disposed adjacent to arotating winch gear 344. Winch gear lock 342 engages winch gear 344.Winch gear 344 may contain sprockets. Winch gear lock 342 may engagewinch gear 344 sprockets such that winch gear 344 may not rotate in onerotational direction. For example, winch 340 may prevent mandrelassembly 322 from rotating in one rotational direction when winch gearhandle 342 is engaged with winch gear 344 sprockets. Winch 340 may alsoprevent the lock pin assembly from rotating in one rotational direction.

The illustration in FIG. 3 shows a first side 370 and a second side 372of chock track 304. Attachment assembly 360 base 364 and hinges 362 maybe positioned on the first side of chock track 304. When attachmentassembly 360 lock tab is engaged with first side 370 of chock track 304,mandrel assembly 320 is substantially fixed in place. In certainembodiments, attachment assembly 360 prevents mandrel assembly 320 frommoving transversely across mandrel assembly 320's axis. In certainembodiments, attachment assembly 360 prevents mandrel assembly 320 fromrotating. In certain embodiments, when the lock pin and attachmentassembly 360 are engaged with chock track 304, mandrel assembly 320 isfixedly coupled to chock track 304.

In certain embodiments, attachment assembly 360 may rotate on hinges 362across chock track 304 to second side 372 of chock track 304. Whenattachment assembly 360 is placed across chock track 304, attachmentassembly 360 may secure the vehicle restraint system in place.

With reference to FIG. 4, a side view of a vehicle restraint system isillustrated in accordance with a non-limiting embodiment of the presentdisclosure. Mandrel assembly 420 strap receiving section receives astrap assembly positioned around a portion of a tire 410 of a vehicle.Mandrel assembly 420 is coupled to lock pin assembly 450. In certainembodiments, mandrel assembly 420 and lock pin assembly 450 are weldedtogether. In certain embodiments, mandrel assembly 420 and lock pinassembly 450 are a single metal and/or plastic cylinder. In certainembodiments, mandrel assembly 420 may fit inside lock pin assembly 450.

In certain embodiments, lock pin assembly 450 may have a cylinder shapewith a variable diameter. For example, lock pin assembly 450 diametermay narrow at one end to interlock with mandrel assembly 420. In certainembodiments, lock pin assembly 450 may be larger at another end, suchthat lock pin assembly 450 may fit inside chock track holes.

In certain embodiments, attachment assembly 460 includes a lock tab 465.Lock tab 465 may engage a chock track 404 hole. The combination of lockpin 450 and lock tab 465 engaging different chock track 404 holes mayprevent the mandrel assembly from rotating and/or moving with respect tochock track 404 and vehicle tire 406. For example, in certain vehiclerestraint systems, the force of tightening a strap assembly may causethe mandrel assembly to move up and down. The vehicle or operator mayproduce a tension force that may also cause mandrel assembly to rotateor come in contact with surfaces of the vehicle, for example, thevehicle fender. Attachment assembly 460 lock tab 465 may preventtransverse and rotational movements by mandrel assembly 420 duringoperator installation. Lock tab 465 may also prevent mandrel assembly420 from movement with respect to chock track 404 during carrieraccidents and/or external forces.

In certain embodiments, attachment assembly 460 has a handle 466 toenable operators to secure the vehicle restraint system in place onchock track 404. For example, an operator may insert lock pin 450 andattachment assembly 460 lock tab 465 into holes in chock track 404 suchthat a first end 452 of lock pin 450 extends through chock track 404.Lock pin 450 first end 452 may poke through another hole in chock track404. In certain embodiments, the operator may use attachment assembly460 handle 466 to secure the vehicle restraint system in place withrespect to chock track 404 by pressing attachment assembly handle 466down across chock track 404. When the handle is engaged in this manner,attachment assembly 460 may prevent mandrel assembly 420 from movementin its axial direction.

For example, if attachment assembly handle 460 is not engaged with chocktrack 404, lock pin 450 and attachment assembly lock tab 465 may slideout of chock track 404 holes. Mandrel assembly 420 may then come losefrom chock track 404. However, engaging attachment assembly 460 acrosschock track 404 stabilizes the vehicle restraint system, such that someaxial movement may be prevented.

Engaging attachment assembly 460 across both sides of chock track 404may also stabilize the vehicle restraint system to prevent rotation ofmandrel assembly 420. In certain embodiments, engaging attachmentassembly 460 may prevent mandrel assembly 420 from moving transverselyto its axis.

In certain embodiments, a transport may experience external forcesduring the normal course of shipping. These external forces may causedby one or more of acceleration and deceleration, coupling anddecoupling, transport failure, collisions with trains, vehicles, railwaybuffer stops, docks, vessels, and turbulence. For example, one or moreof these external forces may move the vehicle from its static positionon a deck of the rail car. As the vehicle moves, tire 406 rotates andskids across the deck surface. Tire 406 rotation and/or skidding mayproduce a force counter to the restraining force applied by winchassembly 440. Such counter-force may be relayed through mandrel assembly420 and release mechanism 430 to winch assembly 440. Such counter-forcemay be greater than the predetermined threshold of release mechanism430. Release mechanism 430 may release the coupling between winchassembly 440 and mandrel assembly 420, such that mandrel assembly 420rotates freely around an axis and strap assembly 410 unwinds. When thestrap assembly 410 coupling is released from mandrel assembly 420, thevehicle restraint system may allow tire 406 to one or more of roll andskid. The vehicle restraint system may allow tire 406 and the vehicle tomove without restraint and can release the load or force of a collisionfrom the suspension of the vehicle. In such an example, the vehiclerestraint system may prevent latent damage to the suspension of thevehicle.

The vehicle restraint system may be configured to work with anchorchocks and/or belts that are currently available in the field. Forexample, the vehicle restraint system is configured with anchor chocksand/or belts that other manufacturers produce. In certainconfigurations, an existing belt is fed through mandrel assembly 420receiving section 422 and is coupled to mandrel assembly 420 forrestraining tire 406. The existing belt is used as strap assembly belt410. Such use may save users of traditional vehicle restraint systemsreplacement costs by enabling re-use of existing equipment in thevehicle restraint system.

In certain configurations, the vehicle restraint system is configured touse industry standard sized straps. Small straps may be vulnerable toedge tears, abrasion and wear, and may be susceptible to unreliablebreaking tolerances. Additionally, required vehicle height clearance maynot increase by use of the vehicle restraint system because strapassembly 410 may hug tire 406 tread. For example, because strap assembly410 holds the vehicle in place, a high impact collision may not subjectthe vehicle to roof damage from scraping the top of the transport.

FIG. 5 illustrates a side view of one embodiment of a vehicle restraintsystem, when attachment assembly 560 is not engaged with both sides ofchock track 504. For example, an operator may position the vehiclerestraint system on chock track 504 as illustrated in FIG. 5 beforelocking the vehicle restraint system in place by engaging attachmentassembly 560 with the second side of chock track 504. Mandrel 520,release mechanism 530, winch 540, and lock pin 550 are also shown.

In certain embodiments, an operator may push attachment assembly handle506 down to engage attachment assembly 560 with the second side of chocktrack 504. Attachment assembly 560 may rotate along a hinged base. Thehinged base of attachment assembly 560 may include a lock tab 565. Locktab 565 may engage a chock track 504 hole. This hole may be a differenthole from the chock track 504 hole that lock pin 550 engages.

In certain embodiments, lock pin 550 extends through a second side ofchock track 504 so that a tightening force may be applied to lock pin550. For example, lock pin 550 may receive a tightening force from ahexagonal wrench on one side 552. Lock pin 550 may transmit thetightening force received to the strap receiving section of mandrelassembly 520.

In certain embodiments, lock pin 550 also translates the tighteningforce to mandrel assembly 540. This may cause winch assembly gear teeth544 to rotate. A winch gear lock may allow mandrel assembly 520 torotate in the tightening direction but may not allow mandrel assembly520 to rotate in the opposite direction when the winch gear lock isengaged with winch gear teeth 544. For example, when the winch gear lockis engaged with the winch gear teeth, the winch gear lock may allowrotation of mandrel assembly 520 in a clockwise direction, but may notallow rotation of mandrel assembly 520 in a counterclockwise direction.

With reference to FIG. 6, a vehicle restraint system is shown inaccordance with another embodiment of the present disclosure. Attachmentassembly 660 lock tab 665 and lock pin 650 are shown disconnected from achock track. However, attachment assembly 660 is positioned as if itwould be around both sides of a chock track. In certain embodiments,attachment assembly 660 includes attachment tabs 668. When attachmentassembly 660 is engaged with a chock track, the chock track may be heldbetween attachment tabs 668 and attachment assembly base 666. Further,lock tab 665 may engage a hole in the chock track to further hold thevehicle restraint system in place.

FIG. 7 illustrates a front view of a vehicle restraint system. Tire 706of a vehicle may be restrained by strap assembly 710. In the illustratedembodiment, strap assembly 710 is coupled to chock track 704 such that astrap assembly belt is disposed flush against tire 706. The strapassembly belt is disposed central to tire 706 tread, around a portion712 of the circumference of tire 706. Strap assembly 710 is coupled tomandrel assembly 720. Mandrel assembly 720 is disposed on an oppositeside of tire 32 from a strap assembly anchor chock.

FIG. 8 illustrates another view of a vehicle restraint system engagedwith a chock track 804. In this embodiment, a rotating attachmentassembly 890 is illustrated, as opposed to the hinged attachmentassembly illustrated in FIGS. 1-7. The rotating attachment assembly 890is positioned on chock track 804 when the lock pin is engaged with achock track hole 806. The rotating attachment assembly 890 is thenrotated down onto chock track 804 using attachment assembly handle 892such that attachment assembly 890 is flush against the top of chocktrack 804.

In certain embodiments, rotating attachment assembly 890 has a lock tab894 that may be positioned in a chock track hole 806. Lock tab 894 mayprevent attachment assembly 890 from moving with respect to chock track804. In certain embodiments, any type of attachment assembly may be usedto attach the single-body mandrel assembly 820 and lock pin assembly tochock track 804.

With reference to FIG. 9, the rotating attachment assembly of FIG. 8 isillustrated in accordance with another embodiment of the presentdisclosure. Attachment assembly 990 may be positioned on top of chocktrack 904 while lock pin 950 is engaged with a chock track 904 hole 906.An operator may rotate attachment assembly 990 down using handle 992such that the body of attachment assembly 990 is flush against the chocktrack 904. Lock tab 994 may fit inside a chock track 904 hole 906 tofurther secure the vehicle restraint system in place.

In certain embodiments, lock pin 950 may receive a tightening force at afirst side 902 and transmit that tightening force to mandrel assembly920 strap assembly receiving section 922. The tightening force mayproduce a tension force against the tire. The tension force may belocked in place by winch assembly 940 gear lock 942. The tension may berelease by pressing gear lock 942.

With reference to FIG. 10, a vehicle restraint system is illustratedwith a rotating attachment assembly 1090. Rotating attachment assembly1090 may be illustrated as being disengaged from chock track 1004. Whenrotating attachment assembly 1090 is positioned in this way, the vehiclerestraint system may be disengaged from chock track 1004. For example,when removing vehicles from a rail car, rotating attachment assembly1090 may be positioned in this way such that the vehicle restraintsystem may be removed, and the vehicle may be offloaded from the railcar.

While the disclosure has been described in connection with variousconfigurations, it will be understood by those of ordinary skill in theart that other variations and modifications of the variousconfigurations described above may be made without departing from thescope of the disclosure. Other configurations will be apparent to thoseof ordinary skill in the art from a consideration of the specificationor practice of the configurations of the disclosure disclosed herein.The specification and the described examples are considered as exemplaryonly, with the true scope and spirit of the configurations of thedisclosure indicated by the following claims.

1-20. (canceled)
 21. A vehicle restraint system comprising: a strapassembly configured to be positioned on a portion of a tire of a vehicleto secure the vehicle to a track assembly, and configured to be coupledto the track assembly on a first side of the tire; a mandrel assemblycomprising a rod operable to be coupled to the strap assembly on asecond side of the tire, opposite the first side of the tire, the rodconfigured to engage the track assembly through a first hole in thetrack assembly; and an attachment assembly configured to be coupled tothe mandrel assembly, and configured to create a coupling between themandrel assembly and the track assembly.
 22. The system of claim 21,wherein a center point of the first hole of the track assembly is in aline path of an axis of the rod, and wherein the rod rotates on theaxis.
 23. The system of claim 21, wherein the mandrel assembly isfurther configured to: receive a torque force on a first side of thetrack assembly; and produce a tightening force to tighten the strapassembly around the portion of the tire on a second side of the trackassembly.
 24. The system of claim 21, further comprising: a winchassembly configured to be coupled to the mandrel assembly on the secondside of the tire, the winch assembly configured to rotate the mandrelassembly to produce a tightening force to tighten the strap assemblyaround the portion of the tire.
 25. The system of claim 21, wherein theattachment assembly is configured to create the coupling between themandrel assembly and the track assembly by engaging a second hole in thetrack assembly.
 26. The system of claim 21, wherein the attachmentassembly is disposed on a second side of the tire of the vehicle, and isconfigured to create the coupling between the mandrel assembly and thetrack assembly by engaging a first side of the track assembly.
 27. Thesystem of claim 21, wherein an exterior surface of the mandrel assemblyis configured to fit substantially flush against an interior surface ofthe first hole of the track assembly.
 28. The system of claim 21,further comprising a release mechanism configured to release thecoupling between the strap assembly and the track assembly when a forcegreater than or equal to a predetermined force is produced against therelease mechanism.
 29. The system of claim 28, wherein the releasemechanism comprises a shear pin.
 30. The system of claim 21, wherein themandrel assembly is configured to be cantilevered to the track assembly.31. The system of claim 21, wherein the track assembly is configured tobe coupled to a deck of a transport.
 32. The system of claim 21, whereinthe lock pin is further configured to: receive a torque force on a firstside of the track assembly; and transmit the torque force to the rod toproduce a tightening force to tighten the strap assembly around theportion of the tire on a second side of the track assembly.
 33. A methodfor restraining a vehicle comprising: positioning a strap assembly on aportion of a tire of a vehicle to secure the vehicle to a trackassembly; coupling the strap assembly to the track assembly on a firstside of the tire; receiving the strap assembly with a mandrel assemblycomprising a rod on a second side of the tire, opposite the first sideof the tire; coupling the rod to the strap assembly on the second sideof the tire; engaging the track assembly with the rod through a firsthole in the track assembly; coupling the mandrel assembly to the trackassembly using an attachment assembly, wherein the attachment assemblyis coupled to the mandrel assembly.
 34. The method of claim 33, whereina center point of the first hole of the track assembly is in a line pathof an axis of the rod, and wherein the rod rotates on the axis.
 35. Themethod of claim 33, further comprising: receiving a torque force at themandrel assembly on a first side of the track assembly; and producing atightening force with the mandrel assembly on a second side of the trackassembly, wherein the tightening force tightens the strap assemblyaround the portion of the tire.
 36. The method of claim 33, furthercomprising: rotating the rod with a winch assembly to produce atightening force.
 37. The method of claim 33, wherein coupling themandrel assembly to the track assembly comprises engaging a second holein the track assembly with the attachment assembly.
 38. The method ofclaim 33, wherein coupling the mandrel assembly to the track assemblycomprises engaging a first side of the track assembly with theattachment assembly, from the first side of the track assembly.
 39. Themethod of claim 33, wherein the lock pin is further configured to:receive a torque force on a first side of the track assembly; andtransmit the torque force to the rod to produce a tightening force totighten the strap assembly around the portion of the tire on a secondside of the track assembly.
 40. A vehicle restraint system comprising: astrap assembly configured to be positioned on a portion of a tire of avehicle to secure the vehicle to a track assembly, and configured to becoupled to the track assembly on a first side of the tire; a mandrelassembly comprising a rod operable to be coupled to the strap assemblyon a second side of the tire, opposite the first side of the tire, andconfigured to: engage the track assembly, with the rod, through a firsthole in the track assembly; receive a torque force on a first side ofthe track assembly; and produce a tightening force to tighten the strapassembly around the portion of the tire on a second side of the trackassembly; an attachment assembly configured to be coupled to the mandrelassembly, and configured to create a coupling between the mandrelassembly and the track assembly by engaging a second hole in the trackassembly; and a winch assembly configured to be coupled to the mandrelassembly on the second side of the tire, the winch assembly configuredto rotate the mandrel assembly to produce a tightening force to tightenthe strap assembly around the portion of the tire.